In Operation UPHOLD DEMOCRACY, Air Mobility Command
supported US objectives of fostering democratic institutions and reducing the flow of
illegal immigrants into the United States. Despite the pledges of a military-backed regime
in Haiti to return power to the democratically elected government it had ousted, the
regime did not relinquish authority but became increasingly repressive and presided over a
deteriorating economy. As the result of deteriorating conditions, tens of thousands of
impoverished Haitians fled the country, many attempting to enter the United States. In
September 1994, the United States responded with Operation UPHOLD DEMOCRACY, the movement
of forces to Haiti to support the return of Haitian democracy. In preparation for this
contingency, the Air Mobility Command simultaneously planned for an invasion and for the
peaceful entry of forces into Haiti. The command executed portions of both scenarios. For
the invasion, an airdrop was planned involving 3,900 paratroopers. Most of this force was
airborne when Haitian officials agreed to a peaceful transition of government and
permissive entry of American forces. The US peace negotiation team, led by former
President Jimmy Carter, had been transported to Haiti by an AMC passenger plane. Following
the agreement, the command switched strategies and began airland operations to deploy
ground forces. Through March 1995, when the United States transferred the peacekeeping
responsibilities to United Nations functions, strategic and tactical airlifters flew 1,779
missions carrying 51,000 passengers and 22,600 short tons of cargo. AMC contract civil
carriers flew 74 passenger missions, moving 19,330 US troops to Port-au-Prince and
Roosevelt Roads. Seven civil air cargo missions moved 126 pallets to Port-au-Prince and
three cargo missions delivered ballots for the Haitian national election. Two additional
missions moved the outgoing head of state, his family, and household staff to Panama and
Miami. UPHOLD DEMOCRACY succeeded both in restoring the democratically elected government
of Haiti and in stemming emigration.

UPHOLD DEMOCRACY was an example of a
"near-shore" operation that had many aspects of an intercontinental contingency.
Air refueling was used extensively for reconnaissance and combat air patrol missions, with
297 sorties and 1,129 flying hours logged by KC-135 and KC-10 tankers. To transport
personnel and materiel from the continental United States to the Caribbean basin,
strategic airlift relied on three stage bases close to onload locations: C-5s staged at
Dover AFB, Delaware, primarily, and also at Griffiss AFB, New York, while C-141s staged at
McGuire AFB, New Jersey. In Haiti, Port-au-Prince was the destination of the strategic
airlifters. Airfield conditions at another offload site, Cap Haitien, precluded its use by
C-5s and C-141s. C-5s and C-141s delivered troops and cargo to Roosevelt Roads, Puerto
Rico, where the personnel and supplies were transloaded to C-130s for movement to Cap
Haitien and other Haitian locations. The international aspect of UPHOLD DEMOCRACY was
evident at Roosevelt Roads, since strategic airlifters transported forces to Roosevelt
Roads from Bangladesh and Nepal, who were subsequently airlifted to Haiti. An Air Mobility
Element (AME) and Director of Mobility Forces (DIRMOBFOR) deployed to Pope AFB, North
Carolina, the principal launch site for the air invasion of Haiti. They were incorporated
into the Air Operations Center. The DIRMOBFOR with a support staff then moved to
Port-au-Prince soon after the arrival of the first American forces in Haiti. At various
points during the operation, Tanker Airlift Control Elements were established at Cap
Haitien and Port-au-Prince, Haiti; Roosevelt Roads and Boringquen, Puerto Rico; and
Homestead and MacDill AFBs, NAS Cecil Field, and Opa Locka, Florida. AMC contract civil
air carriers flew 78 missions, returning 17,914 US troops to their duty stations.

UPHOLD DEMOCRACY was a true total force operation.
Air Force Reserve (AFRES) forces flew 112 sorties and 348.5 hours by the end of FY94. The
National Guard (NGB) responded by involving 1,250 Army and Air Guard volunteers, including
22 combat communications specialists.

Ethnic hatred intensified in Rwanda in 1994 leading
to mass slaughter and the subsequent flight of two million Rwandans who settled in refugee
camps in several central African locations. With over one million refugees, the camp at
Goma, Zaire, was the largest. Conditions in the camps were appalling with starvation and
disease exacting a tremendous toll. By July 1994, 3,000 refugees a day died at Goma. The
United States spearheaded a humanitarian operation to stop the dying called Operation
SUPPORT HOPE. Mobility operations from July through September 1994 consisted of 871
missions to carry 8,100 passengers and 16,200 short tons of cargo. The success of SUPPORT
HOPE could be measured quantitatively: within the first month of the operation, the death
rate in Goma fell below 500 per day, and the rate continued to diminish.

Tanker air bridges proved critical to getting relief
supplies to the refugees. Due to the danger of epidemics spread by contaminated water, the
immediate deployment of a water purification system was essential. A C-5, carrying an
outsize load consisting of a portable water supply system made up of water purification
units and fire trucks used to pump water flew non-stop from Travis AFB, California, to
Goma in 22 hours. The 10,000-mile mission was made possible by three air refuelings. Most
missions to central Africa flew via Europe. CONUS-based missions transiting the Atlantic
for Moron AB, Spain, or Rhein Main AB, Germany, were air refueled as necessary. Flights
from these bases were refueled over the Mediterranean to overcome the lack of fuel on the
ground in central Africa. Delays preventing landing at Goma increased fuel consumption by
aircraft aloft, necessitating establishment of a refueling orbit in the region, which was
covered by KC-10s based at Harare, Zimbabwe. Because of the low fuel supply at Entebbe,
the KC-10s also offloaded fuel into storage tanks there for use by US European Command
C-130s. After delivering cargo and personnel in Zaire, Rwanda, or Uganda, airlifters
proceeded to Mombasa, Kenya, to stage before returning to Europe. The DIRMOBFOR was
located at Entebbe, Uganda, while TALCEs (Tanker Airlift Control Element) were established
at Entebbe; Mombasa and Nairobi, Kenya; Goma, Zaire; Harare, Zimbabwe; Addis Ababa,
Ethiopia; and Kigali, Rwanda.

AFRES provided 18 medical personnel and various
airlift units flew medical supplies and equipment and food into Rwanda. In less than 72
hours from notification, NGB volunteers from four states deployed a 160 person provisional
squadron with 6 aircraft to Mombasa, Kenya. They flew 414 sorties and delivered 2,000 tons
of relief supplies.

Following a surge of violence in the three-year
conflict in Bosnia-Herzegovina among ethnic groups, international pressure on the warring
factions led to the Dayton Peace Accords in 1995. Beginning in December 1995, the United
States and allied nations deployed peacekeeping forces to Bosnia and neighboring states of
the former Yugoslavia in Operation JOINT ENDEAVOR to implement the peace settlement. As of
the end of May 1996, intertheater airlift consisted of 444 missions, which carried nearly
13,000 personnel and over 13,500 short tons of cargo. Commercial aircraft played an
important part in this intertheater move, flying 42 passenger missions and transporting
over a third of the passengers delivered. As of July 1996, AMC contract civil air carriers
flew nearly 150 cargo charter missions in support of the operation. The intratheater
shuttle involved 4,025 sorties, carrying over 20,000 passengers and 42,000 short tons of
cargo.

These statistics reflect the presence of the C-17,
which was systematically employed in a major contingency for the first time. The numbers
demonstrate the ability of the C-17 to carry large payloads into small airfields: the
limited airfield at Tuzla, was the major port of debarkation in Bosnia-Herzegovina. During
the first critical month of operations, the C-17 flew slightly more than 20 percent of the
missions into Tuzla but delivered over 50 percent of the cargo. The aircraft provided the
only means to airlift outsize cargo into some of the remote locations in Southeastern
Europe and carried such cargo as the M-2 Bradley fighting vehicle and the M-109
self-propelled 155mm Paladin howitzer. The C-17 also provided the critical link necessary
for the main American ground force to move into Bosnia. Flooding on the Sava River
prevented the Army from completing the pontoon bridge that would span the route needed to
move 20,000 troops from the north. The components necessary to complete the bridge could
not be transported expeditiously over land or water routes, but could be quickly lifted by
C-17s. Only 3 C-17s were needed to pick up 25 bridge sections and the flatbed trailers
that would carry the sections once the aircraft landed. The C-17s delivered the cargo to
Taszar, Hungary, where the parts were immediately driven to the bridge site and installed,
permitting the movement of the troops.

AMC personnel deployed to seven European countries
during this contingency. Strategic airlift aircraft departing the CONUS that would not
arrive at their European destinations during the crew duty day flew from on-load stations
to stage bases: Dover AFB, Delaware, for C-5s; McGuire AFB, New Jersey, for C-141s and
KC-10s; and Charleston AFB, South Carolina, for C-17s. Air refueling permitted air bridge
operations over the Atlantic, with fuel supplied by aircraft from the Northeast Tanker
Task Force or European Tanker Task Force. The primary offload location was Rhein Main AB,
Germany, which was the hub for intratheater airlift and a stage base. Ramstein AB,
Germany, primarily used for C-130 missions down range, also became a destination for
flights from the CONUS and eventually took over hub responsibilities from Rhein Main.

Some intertheater missions flew direct to Italy and
Eastern Europe. Strategic aircraft joined C-130s to fly shuttle missions from Germany:
C-17s and C-141s carried cargo and personnel to locations in Italy, Hungary, and states of
the former Yugoslavia, Tuzla being the hub for American operations in Bosnia. (Eventually,
some C-5s flew into Tazsar, Hungary.) The Director of Mobility Forces (DIRMOBFOR) deployed
to Vecenza, Italy, where he became the defacto single manager for theater airlift. The
AME; NATOs Regional Air Movement Coordination Center, for which the DIRMOBFOR was
dual-hatted as commander; and the Airlift Coordination Cell function were collocated and
essentially integrated into one organization, serving as the DIRMOBFORs staff. TALCE
locations included Tuzla, Bosnia; Zagreb, Croatia; Ramstein AB and Rhein-Main AB, Germany;
Budapest and Taszar, Hungary; Aviano, Brindisi, and Pisa, Italy; Belgrade, Serbia; and
Gulfport, Mississippi.

To provide US troops an opportunity for rest and
recuperation (R&R), between 15 April and 30 September 1996, an AMC contract civil air
carrier flew 118 missions (five missions per week) between Tuzla or Taszar and Germany.
During approximately the same period, two other carriers flew 23 weekly missions between
Philadelphia and Frankfurt, Germany in support of JOINT ENDEAVOR.

During JOINT ENDEAVOR, deployed intelligence
personnel provided aircrews and staffs at several locations with critical threat
information and airfield data. Taking advantage of the Combat Intelligence System (CIS)
capabilities and an emerging global connectivity to military networks and databases,
intelligence personnel provided the best and most timely support ever to air mobility
forces. This improvement was particularly evident during the Mission Report (MISREP)
process, when intelligence analysts used CIS to provide MISREP data very quickly to
aircrews and staffs, ensuring the people in need of this intelligence received it while
the data was still useful.

Air Force Reserve airlift units flew more than 502
sorties while transporting more than 662,300 pounds cargo and 993 people. As of 28 May 96,
1238 reservists have been on active duty in support of the Bosnia peacekeeping efforts.
About 154 Individual Mobilization Augmentees (IMAs) have volunteered for active duty since
December 1995, with about 30 currently in support. The NGB had 10 air refueling wings
participate in the Northeast Tanker Task Force which provided fuel for strategic airlift
aircraft headed to the Southeastern European theater. In addition, Guard units airlifted
over 975 tons to Bosnia in December 1995 alone.

Operation JOINT ENDEAVOR was the first large-scale
contingency test of the C-17, and its success clearly validated its airlift and air
refueling concept of operation. However, it was not a risk-free operation from the
perspective of aircrews who flew into Bosnia and surrounding areas. They faced various
threats including small arms fire, small rockets, and other hazards. It is in this
operational environment with all its dangers that national military strategy is
implemented by AMC personnel.

Today's MHE is a mixture of several types and models.
This composition creates a critical drain on airlift capability. Having to use enormous
amounts of airlift to put these loaders into position at various contingency locations
prohibits movement of other time-sensitive cargo.

Additionally, the overall health of the MHE fleet
limits our current capability. The average age of the 40K loader is 23 years, using
original registration numbers, while their life expectancy, when purchased, was 8 years.
Sixty-nine percent of the 25K loader fleet is comprised of old, deteriorating Emerson and
Con Diesel loaders that are reaching the end of their service life extension. Heavy usage
over the last few years has led to structural metal fatigue and frame cracks. The fleet
requires intensive maintenance programs to meet normal equipment standards.

Configuration of a modern, common core fleet with
multi-loading capabilities will enhance cargo handling productivity, reduce the
repositioning burden, and free valuable airlift capacity for other critical supplies and
equipment. An acquisition strategy was started in the mid-80s for a new super loader
(60K), one that could replace the 40K, yet reach wide-body aircraft.

To keep the current MHE fleet operational for the
short-term, WR-ALC is pursuing an aggressive overhaul program. Overhaul programs currently
exist for the 40K and older 25K loaders and will continue until 1999. These programs will
ensure adequate coverage until the new 60K loader and new small loader are on board.

The 60K loader will replace the aging 40K loader
fleet and a portion of the WBELs. It will be able to service both military and wide-body
aircraft and is air transportable on the C-5, C-17, and C-141. In April 1994, the contract
for the 60K loader was awarded to Southwest Mobile Systems Corporation. Requirements for
the 60K loader were reviewed and validated after the May 1994 Worldwide 463L MHE
Conference and are projected at 318 loaders. The 60K delivery profile runs from 1996 to
2003. We plan to begin retirement of the 40K loaders when we no longer have a K-loader
shortfall, in approximately 1999.

A challenge for the mid-range is finding a
replacement for the aging 25K loader. Current 25K models in the fleet are logistically
more supportable than the 40K, but old technology andoperating limitations give them
increasingly less utility as time goes on. The next generation small cargo loader (NGSCL),
a replacement strategy for the 1960's vintage 25K loaders, will be air transportable on
the C-130 and capable of servicing both military and wide-body aircraft. The Mission Need
Statement for the NGSCL was approved by CSAF in July 1994. The acquisition plan is being
finalized and recommends procurement funding in FY98 with deliveries to begin in FY99. AMC
is currently exploring a Non-developmental Item (NDI) loader as the NGSCL.

In the long-range, changes in user profiles, aircraft
configurations, and expected operating parameters will likely make it necessary to
identify and procure follow-on replacements for all loader types.

Air Traffic Control functions apply to all deploying
military and civil missions for both terminal and en route services. In the en route
arena, air traffic controllers, qualified as combat airspace managers, work with host
nation and the ICAO for ingress and egress routes and procedures and with neighboring
nations for clearance authority. They also work with them to determine instrument approach
capability and with the FAA for flight inspection of navigational aids. They provide
expertise for airfield assessment and survey as well. In the terminal environment, air
traffic control operates deployed navigational aids while controllers provide both visual
and instrument landing capability at air bridge, staging, and destination locations. These
controllers may operate from fixed bases, using in-place or deployed equipment to augment
theater and host nation controllers, or at austere airfields using mobile air traffic
control and landing systems (ATCALS) equipment. They depend heavily on communications
links, HF, SATCOM, and land lines to coordinate the transit of missions through adjacent
airspace.

Air Traffic Control And
Landing Systems (ATCALS) Fixed Base

Today, ATCALS support meets mission requirements;
however, concerns surface regarding equipment modernization and acquisition. USAF
involvement in the National Airspace modernization/upgrade process will be crucial for
system integration with the FAA. For our aircraft to be compatible with worldwide
travel/navigation, our airframes must be equipped with systems like Mode S, Data Link,
Automated Dependent Surveillance, and other satellite based systems. Concurrently, we must
pursue the related ground based systems to support the advanced technology avionics
systems.

As the FAA continues to phase out TACANs and our
precision landing systems reach obsolescence, these aging systems must be replaced with
state-of-the-art technology. The FAA determined Global Positioning Systems will be the
standard for navigation systems under the Future Air Navigation System.

In the short-range, Global Positioning System (GPS)
is the preferred navigational aid with differential GPS for precision approach and landing
guidance. AMC avionics and associated ground equipment must keep pace with FAA and ICAO
requirements and capabilities implementation. In the long-range, GPS is technologically
sound. AMC aircraft and ground systems will be in place and efficient. With the envisioned
changes and growths in technology, ATCALS will meet future Global Reach requirements.

Bare Base

Since AMC currently owns no mobile assets, the
command relies on ACC to supply mobile ATCALS equipment. AMC/DOA has initiated action to
utilize ANG air traffic control cells to provide mobile ATCALS in support of AMC GRL.
Additionally, CRAF and civilian airline contract support for contingency operations
require navigational aids compatible with their avionics. Today's incompatibility
validates the need for mobile VORTACs. Currently, no mobile VORTACs exist in the DOD
inventory; however, AMC has submitted a CSRD to acquire two mobile VORTACs.

AMC must pursue acquisition and ownership of mobile
ATCALS resources to be truly in control of contingency operations. Along with this comes
the responsibility to establish mobile units where equipment can be used for training or,
stored and maintained in a deployment ready state. This will require a large expenditure
of people and money.

In the short-term, the mobile/tactical systems in the
ACC inventory are rapidly approaching obsolescence. Mobile radars, towers, and TACANs will
be required at increasing rates to fulfill wartime/contingency requirements. Our two
mobile VORTACs will be high demand items.

In the mid-term, AMC must continue to stay closely
attuned to mobile assets required to successfully conduct contingency operations
worldwide. AMC's mobile unit's readiness must be fine tuned in preparation for deployment
to worldwide locations.

In the long-term, GPS must be added to the inventory
of mobile ATCALS equipment. When mobile radars and towers have been improved and AMC
owns/control mobile ATCALS, our Global Reach requirements will best be met.

Airfield management functions apply to both terminal
and en route services in support of any DOD deploying aircraft, CRAF mission, or Allied
military aircraft. The services provided include domestic and international flight plan
processing and diplomatic clearance coordination. These services are sound and will
continue to meet mission requirements into the foreseeable future.

Austere Field

Although hardly a new problem, the difficulty of
landing in low-visibility, adverse weather was highlighted during the 1995 deployment to
Bosnia. Aircraft, including the C-17, were unable to land in the low-visibility conditions
typical in the Balkans, which were especially severe that season. (C-130s with special
equipment and a navigator experienced more success, but not all which could be desired.)

Instrument Landing System/Precision Approach Radar
systems, which are typically unavailable at forward operating locations, could have
relieved the problem; however, these systems require 6-7 C-130 loads of equipment and are
not at all what could be termed "portable." They also require a good deal of
time and personnel to deploy, setup, and operate and don't contribute to
"first-in" capability. These systems lack full multiservice interoperability,
and thus fall short of the ideal in a deployed expeditionary force environment.

AMC began its search for a solution in Jan 1996.
Advocating the start of the long-unfunded Joint Precision Approach and Landing System
program, AMC/CV initiated discussion with SAF/AQ. The program was subsequently funded for
FY96. That effort is searching for a replacement for ILS/PAR systems DoD-wide and is a
Category I-D (major) acquisition program.

To provide a quicker, incremental fix, the C-17 SPO
has accelerated efforts to test the C-17 GPS mission computer nonprecision approach
capability. Successful conclusion of testing and post-test analysis should yield
confidence that decision heights of 4-500 feet are feasible. Planned upgrades to mission
computer software should result in the 99.9 percent integrity required by the FAA for such
non-precision GPS approaches.

Simultaneously, AMC, in partnership with Electronic
Systems Center and Air Force Flight Standards Agency, began the search for technologies to
provide at least a Category I (200 ft decision height) precision approach
capability within the next 24 months. This effort is part of JPALS, and is meant to be
compatible with, or at least complementary to, the outcome of the overall JPALS program.

Though AMC desires a fully autonomous system
requiring no local ground equipment, it is likely no near-term fix has that configuration.
Another sticky issue is flight checking; even with a fully aircraft-autonomous system,
it's doubtful the first landing can be made without an in-advance flight check (implying
an overflight). Naturally, AMC is concerned with the flight check issue as its conduct
delays the initiation of landings and also alerts hostile forces as to increased ops tempo
at that location.

Another complicating factor: Regardless of
technology, the landing zone must be precisely known. (It is of little utility to know
precisely where you are if you don't know where you're going.) Thus, the early discussion
about "first-in" capability (requiring no advance ground survey or ground
equipment for the first aircraft to land) yielded to a desire to minimize logistics and
setup. AMC/DO further articulated the need by stating that AMC needed a system which was
not vulnerable to local weather conditions. One way to provide that characteristic is to
locate your ground equipment far from the airfield. That suggests wide-area systems.

In April 1996, AMC/CC received a briefing sponsored
by Dr. Gene McCall, Chairman of the USAF Scientific Advisory Board, regarding the
technical feasibility of a wide-area differential GPS (WADGPS) precision landing
capability on the C-17. Dr. McCall's proposal, based on the SRI WADGPS concept, was
endorsed by CSAF; scoping of the effort is now underway. WADGPS requires four ground
stations located in a continent-sized area to provide correction to GPS signals.
Theoretically, WADGPS is sufficient for Category IIIa (50 ft) decision height. Outcome of
the demonstration will be used as proof of concept as well as data for the JPALS effort.

In the area of way point navigation, the AMC Air
Traffic Control and Landing System office continues its efforts in conjunction with
Sacramento Air Logistics Center to develop and field two deployable VHF Omni-Range
Tactical Air Navigation (VORTAC) systems, thus providing a transportable way point
navigation capability. Funds were requested in the POM beginning in FY97 for two years to
integrate the VORTACs into deployable shelters.

In summary, although AMC is vigorously pursuing
austere field, adverse weather approach and landing capability, the issue requires a
systems approach to the problem. Way point navigation is one issue; landing in adverse
weather is another. Threats must be considered. Further, AMC must consider the concept of
operations, training, and logistics of precision approach capabilities to choose the right
systems for both near- and long-term use.

AMC weather personnel use a wide range of equipment
to provide weather observing and forecasting services. In the future, more automated
systems will improve the accuracy and timeliness of the weather products. Air Weather
Service, as the standard systems manager for weather equipment, programs for and oversees
the acquisition of most weather equipment used by AMC.

Fixed-Base Weather Systems

Airfield observing equipment includes sensors and
associated hardware needed to determine weather conditions that may impact air and ground
operations. These systems operate independently and do not share common processors or
display hardware. This configuration requires excessive time to make and disseminate
observations.

State-of-the-art automated observing methods will
soon become more efficient than the manual methods now in use and will provide a
continuous weather watch with real-time automatic notification of critical weather events.
In addition to replacing existing sensors, future weather observing capabilities will
provide lightning detection for ground refueling and support to base computer facilities,
measurement of wind and temperature vertical profiles for wind shear detection and
warning, and measurement of slant range visibility to improve flight safety. Conversion to
integrated, automatic observing systems is set to occur by the early 2000s under the
Meteorological Operations Capability (MOC) program. MOC is in the early planning stages
and program funding is in doubt. Program delays could leave AMC dependent on aging
equipment with decreasing reliability.

Already, MOC program delays have magnified a
shortfall in AMC weather observing capability. Lightning detection and thunder ranging
have long relied on human observation, which has proven inadequate. With the advent of
lightning detection equipment and a national lightning network, subjective determination
of lightning potential and range is being replaced by precise identification. Although
most AMC bases have purchased lightning detection equipment and network services,
implementation of this capability has been piecemeal and is currently restricted to in
garrison.

All AMC bases have weather radars to detect and
display storms. Some of the radars are based on 1960s technology and have minimal storm
analysis capability. All AMC bases will have the WSR-88D Next Generation Weather Radar
(NEXRAD) by the end of 1996. NEXRAD uses Doppler technology to enhance storm detection and
severe weather prediction. Projected radar initiatives include replacement of obsolete
components using upgraded technology on the WSR-88D. Upgrades should include modifications
to system software to improve weather detection algorithms. These algorithms identify
characteristic radar signatures associated with tornadoes, hail, downburst wind shear,
aircraft turbulence, and icing. The WSR-88D, with periodic life cycle and technological
upgrades, should satisfy the weather radar detection needs at fixed bases through the year
2015.

The Automated Weather Distribution System (AWDS)
provides weather stations the capability to disseminate forecasts, warnings, and
advisories locally and longline. It also allows the forecaster to analyze and manipulate
worldwide weather data, prognostic charts, and satellite imagery on a graphics work
station to prepare and display forecasts and briefings. Near-term enhancements to AWDS
include a faster processor, an out-of-station briefing capability, improved and more
frequent weather satellite imagery displays, and an interface to user C4I systems. As a
backup to AWDS, forecasters can access AF and Naval dial-up weather services to obtain
forecast products via microcomputers.

In addition to an automated observing capability, MOC
includes a replacement for AWDS. This aspect of the MOC program will transition forecast
support capabilities fielded in the late 1990s for deployed environments back into the
base weather station to ensure combat and peacetime support systems are as similar as
possible. Reaching final operational capability by FY04, the MOC forecast system will
replace or upgrade existing meteorological data manipulation and display systems and will
include an integrated platform dedicated to the collection, assimilation, processing, and
dissemination of all required weather information.

Deployable Weather Systems

Deployable weather observing systems currently
include semi-automated and manually operated sensing equipment. While only recently
fielded, many of these systems experienced excessive failure rates during DESERT STORM and
RESTORE HOPE and continue to be plagued with problems. System modifications underway at
the Sacramento Air Logistics Centershould provide a sufficient number of reliable sensors to meet AMC
requirements for the next several years.

AMC weather teams need a long-term replacement for
existing deployable observing systems. The Manual Observing System (MOS), formerly part of
the Combat Weather System (CWS) program, will partially satisfy this requirement. The
lightweight MOS features substantial state-of-the-art improvements over the existing
handheld systems for providing basic weather measurements (temperature, wind, pressure)
and will be available for deploying forces in 1996. In addition, the more durable
deployable sensors, originally scheduled for replacement as the Tactical Ground Observing
System, are now slated for modification only beginning in FY98 due to budget reductions in
the CWS program. Finally, as mentioned in the previous section, a deployed lightning
detection capability is completely lacking in AMC.

As a first-in capability, AMC weather personnel may
also deploy with a laptop/notebook microcomputer equipped with a modem to access textual
and graphical analysis and forecast products and data from CONUS Naval and AF dial-in
systems using phone capabilities at the deployed location. Additionally, some weather
teams deploy with a Quick Reaction Communications Terminal (QRCT) which can receive
textual and graphical facsimile weather analysis and forecast products from military and
civil HF weather broadcasts.

Transportable AWDS (TAWDS) is the deployable version
of the fixed-base AWDS and provides sustainment capability. Functionality is similar to
the AWDS with the additional capabilities of the QRCT, voice HF, and a Pilot-to-Metro
Service (PMSV) radio. AMC presently does not own any TAWDS but would task up to three if
needed.

The AF Meteorological Information Terminal (AFMIT)
provides the capability to receive, display, and manipulate processed geostationary
imagery and National Oceanic and Atmospheric Agency (NOAA) polar orbitor imagery in the
deployed environment. The more robust AF Small Tactical Terminal (STT) program will
provide the capability to receive both processed geostationary and direct-readout Defense
Meteorological Satellite Program and NOAA polar orbiting satellite imagery and data
beginning in FY96.

The Tactical Forecast System (TFS) will take
advantage of advanced data processing capabilities to enhance support to deployed
operations. TFS will receive, ingest, fuse, and process differing weather data sets, and
disseminate weather and space environmental forecasts. The system will be lightweight,
modular, and rapidly deployable, and will include a link to user C4I and mission planning
systems. The system will also provide weather personnel the ability to display,
manipulate, and develop forecast products. TFS configurations will be flexible to meet
specific deployment requirements. The TFS should incorporate all functionality of TAWDS
and the QRCT, and also have an in-theater, stand-alone weather analysis and prognosis
modeling capability. With time and technological upgrades, these analyses and prognoses
should be accurate enough and on a resolution fine enough to provide deployed users high
quality forecasts with minimal human input or modification. Fielding of TFS is planned to
begin during FY96 and continue through FY97. The TFS, with periodic life cycle and
technological upgrades, should satisfy the weather forecasting needs at deployed locations
through the year 2015.

Four categories of people combine to make up the air
mobility team--active duty military, Air Reserve Component (ARC) military, in-service
civilian employees, and civilian contract service workers. Active duty military fill
positions directly contributing to the conduct of war (combat or direct combat support).
They are subject to overseas rotation or are required by law to be military. ARC personnel
traditionally fill wartime surge positions with part-time guardsmen and reservists and
full-time Guard Technicians, Active Guard Reserve (AGR), and Air Reserve Technician (ART)
personnel. ARTs are responsible for peacetime training and management of ARC units. All
other functions may be performed by military personnel, in-service civilian employees, or
contract services workers, depending on factors such as wartime requirements, legal
considerations, management responsibilities, and cost. In addition, the Civil Reserve Air
Fleet (CRAF) is called upon to augment AMC's organic fleet during both peacetime and
wartime.

The AMC total force is shown below. AMC-gained ARC
assets are 49 percent of AMC's total force. Civilians are employed by both the active and
ARC components. This does not include the thousands of people who make up the contractor
portion of the total force or CRAF.

Active Duty Military

Active duty force end strengths are at their lowest
levels since December 1947. The current mix of 43 percent active and 49 percent ARC
personnel will likely change, with an even greater percentage of ARC personnel performing
AMC missions and duties in the future.

Air Reserve Component (ARC)
Military

As the ARC contribution to the total force increases,
it will be the continue to represent a substantial portion of AMC capabilities. The
majority of C-5, C-141, and KC-135 aircrews, as well as aeromedical and aerial port
personnel, now reside in the ARC. The C-141 fleet is currently programmed for transition
to the ARC by FY03 prior to complete retirement in FY06. This transfer of force structure
to the ARC increases the command's non-mobilized contingency response time, and continuing
mobility requirements will result in a greater demand for ARC personnel. As the ARC role
increases, new operational concepts and employment issues will be explored to further
maximize the ARC's day-to-day contributions.